Internal-combustion engine



Jlily 15, 1924.

C. R. SHORT ET 4AL INTERNAL COIEBUSTION ENGINE Filed Dec. 131921 l Patented July l5, l924.

' srGNoRs` To GENERAL MOTORS roRA'rIoN or DELAWARE.l

CHARLES R. SHORT, 0F DAYTON, OHIO, .AND TAUB, 0F DETROIT, MICHIGAN,

CORPORATION, VOli DETROIT, MICHIGAN, A COB- INTERNAL-COMBUSTION ENGINE.

Application led December 1,' 1921,

To all whom. it may cm1/cem:

Be it known that we, CHARLES R. SHORT, a subject of the King of Great Britain, and ALEX TAUB, a citizen of the United States, and residents of Dayton, county of Montgomery, State of Ohio, and Detroit, county of Wayne, State of Michigan, respectively, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a full, clear, concise, and eXact description, such as will enable. others skilled in the art to which the invention relates to make and use the same, reference being made therein to the accompanying drawings, which form a part of this specication.

Our invention relates to internal combustion engines of the heavy oil type wherein a liquid 'hydrocarbon fuel is supplied to the working cylinder of the engine in the liquid form and unmixed with air in an amount` sufficient to accomplish the burning thereof' (although in such engines a little air l'is frequently introduced into the cylinder along with the fuel), the air necessary to the burning of the fuel being present in the working cylinder before the fuel enters thereinto.

The principal object of our invention is to provide various improvements in and relating to engines of .the type or class above referredA to, and particularly to the means concerned with the supplying of the liquid fuel to the engine; the result being an engine -which is simple in construction and one in which 'the quantities of fuel supplied upon each working stroke maybe varied in accordana with the work done by the engine.

Further'objects of our invention will appear from the following description which, in connection with the accompanying drawing, constitutes a disclosure and specification of the best form of our invention at present known to us; it'being appreciated, however, that our invention includes all such variations and modifications of the Serial No. 519,215.

improved engine, the crank shaft and other eration of the engine at which fuel is sup-y l.plied thereto, in side elevation.

Figure 5 'is a sectional view taken upon an inclined plane indicated'by theline 5-5,

Figure 2.

eferring now-to the drawing, the reference numeral 5 designates the workin cylinder of the engine which is full o air at 'the beginning of the compression or up stroke of the piston 6; such air being introduced into the cylinder by a distinct suction stroke of the piston as in engines operating upon a four-stroke cycle, by a separate pump in two-stroke cycle engines, or otherwise; our invention being independent of cycle so long as there is air present in the cylinder which is compressed during the compression 'stroke of the engine. The cylinder is shown as provided with a head 7 which carries an exhaust valve 8 operated by a rocker 9 andA push rod 10 from a cam shaft 11; although our invention is not concerned with the valve mechanism of the engine, which may be of any suitable type and form.

Formed within the head 7 is a cylinder 12 within which the piston 13 of'a fuel,H

supply pump operates, said cylinder-,-li'

ing a supply port 14 leading thereit, and

a discharge port 15 leading therefrom and vinto the working cylinder; this latter port come by the pressure within the cylinder 12` n as the piston 13 movestoward the right; the port in question being opened and the fuel forcedinto the working cylinder lwhen the pressure becomes suflicient to counteract the force of the spring, aslyvill be understood. We intend that this spring 17 shall vbe variable as to tension, as by providing an adjustable abutment for the outer end thereof to rest against; although-this, being anlobvous expedient, is not shown in detai rlFhe fuel pump piston 13 is operated from a cam 18 uponV the cam shaft 11 through a lever 19 the outer end of which is adjustably supported as by means of an eccentric l20 which is angularly adjustable, and the ates the plunger 28 of a fuel measuring device to be next described.

Formed also in the cylinder head and extending parallel with the fuel pumpcylinder is a passage Within which the sleeve 29 is located, and within which sleeve the plunger 28 operates; the sleeve being provided with a side opening at 30 which is always incommunication with a port 131i through which fuel is supplied by a pipe 32, and with an outlet port 33 through which fuel passes into a fuel chamber 34 between the right hand end of the sleeve 29 and the adjacent endwall of the passage within which said sleeve is placed. Within the sleeve 29 is a cylindrical measuring chamber 35.; and the right-hand end 36 of the plunger 28 enters this chamber when the parts are in 'one position as shown in Figure 2 to expel liquid fuel therefrom through the port 33 and into the fuel chamber 34, and moves out of said chamber when the parts are in another position as shown in Figure 1 to ypermit the same to lill with fuel supplied through the pipe 32, port 31 and opening 30. The plunger 28 is pushed to the right by the inward-swinging of the toe 27, and is urged toward the left `by a spring 37 acting thereupon, as will be understood.

The sleeve 29 is adjustable in the direction of its length to thereb vary the extent to which the measuring clia-mber is entered by the end 36 of the plunger 28, the stroke of which is constant, whereby the amount of liquid fuel supplied to the fuel chamber 34 each stroke of said plunger y28 may be varied; said adjusting means being shown as comprising an angularly adjustable cam member 38 carried by said sleeve and acting upon a similar cam 39 at the end thereof, and which cam is provided with an arm whereby it maybe operated manually or by suitable governor mechanism; the particular form of adjusting mechanism employed, however, being a matter not primarily involved in this present application.

The reference numeral 40 designates a Lacasse passage whereby and through which the fuel chamber 34 is placed in communication with the interior of the working cylinder;

said passage including as a part thereof a recess or groove 41 provided in the exterior Asurface of the fuel pump piston 13. 'llhis passage is open during the compression stroke so that air may'flow from the cylinder into the fuel chamber as the iston 6 moves upward tothereby more e ectively secure the transfer of liquid fuel from said chamber 34 into the pump cylinder 12; while during the working stroke, particularly` and preferably until about the beginning of the next compression stroke this passage is kept closed; the timing of the opening and closing of the passage being dependent upon the length of the cam 18, as will lbe appreciated. In four-stroke cycle engines the passage in question is preferably kept closed during the exhaust and suction strokes, while in two-stroke cycle engines the passage should open at or about the end of lthe working stroke; the passage in question remaining open in both cases during the compression stroke as hereinbefore explained.

Figure 1 shows the positions in which the parts are at or slightly before the beginning of the downward working stroke of the piston 6. During the preceding compression stroke the passage 40, 41 has remained open and air under constantly increasing pressure has owed through said` passage into the fuel chamber 34, and from said chamber (carrying liquid fuel supplied to said cha-mber by the fuel measuring mechanism along with it) into the fuel pump chamber 12. At or slightly before, or slightly after the end of the compression stroke (according to whether an indicator card having a rapidly rising or a more nearly horizontal line indicating the burning of the fuel is desired) the fuel pump piston is moved quickly to the right by the operating mechanism hereinbefore explained; whereupon the passage 40 is cut ofi' by movement of the recess 41 out of line therewith, the fuel and air within the fuel pump cylinder is further compressed and, finally, the valve 16 leaves its seat and the charge is forced into the working cylinder through the port 15. The tension of the spring 1 is preferably such that the heat developed during 'the compressionof the` fuel and air by the fuel pump pisto-n (which is additional to the pressure produced during the compresslon stroke of the piston 6 as will be appreclated) is sufficient to ign-ite the charge, so that the same enters the engine cylinder in a condition of incipient burning and finds therein the oxygen necessary to its complete combustion. The above action is secured if the spring in question is so adjusted as to secure a pressure of about 500 pounds per square inch Within the fuel pump cylinder-before the valve 16 opens; although our invention is obviously applicable to engines employing electrical or other forms of ignit-ing devices, in which case the design of the parts may be `such that a lower ultimate pressure is produced in the fuel pump cylinder.

The parts remain in the positions illustrated in Figure 1 at least throughout the greater part of the Working stroke and, preferably, until shortly before the beginning of the next compression stroke of the engine. pump piston moves to the left to secure a new supply 0f fuel to the fuel chamber 34, Figure 2 showing the positions of the parts soon after the beginning of such movement which is produced by the spring 22 after the cam 18 ceases to hold the fuel pump piston in its right hand position.

As the fuel pump piston begins to move to the left the valve 16 closes the port 15, and as such movement continues the toe 27 swings to the right and pushes the plunger 28 of the fuel measuring mechanism in that direction. An elevated liquid fuel supply tank being contemplated it is obvious that lthe interior of the sleeve 29 Will be full of fuel, from which it follows that when the right hand end 3 6' of said plunger enters the measuring chamber 35 fuel 4Will be forced therefrom through the port 33 and into the fuel supply chamber` 34. At or about this time the fuel pump piston will have reached its extreme left/hand position in which the recess 41 Will register with the passage 40 and the engine piston 6 will be about, to begin its compression stroke, whereupon the fuel feeding operation hereinbefore traced will recur during theyfollowing compression stroke.

The vfixed end of the lever 19 is shown as adjustable so that the lever as a whole may be moved slightly transverse to the cam shaft, theeffect of such movement being to vary the time' at which the fuel is supplied to the working cylinder of the engine; movement of said fixed or pivoted endwto the right securing theaoperation of the pump and the supply of fuel slightly earlier in the cycle, while movement to`the left. has the effect of delaying such supply. In .the form of om; invention illustrated such adjustment is provided'. for by ivoting the lever upon an eccentric V2() w ich is carried by a shaftf42. supportedfin bearings in l a housing 43, and which shaft may angularly'adjusted'and held in ,proper position by an arm 44 and slottedbracket or seg- -ment 45. i Having thus described and explained our invention, we claim and desire lto secure by Letters Patent: l f

1. Fuel supplying mechanism for internal Before then. however, the fuel combustion engines comprising a fuel supply pump operated by the engine and having a discharge port leading into the cylinder thereof; a fuel chamber communicating with said pump through a suitable port; means for supplying liquid fuel to said fuel "(rhaniber; an air supply passage leading from the cylinder of the engine into said fuel `\chamber; and means for` controlling the flow"`of air through said passage.

2. Fuel supplying mechanism for internal combustion engines comprising a fuel -supply pump opera-ted by the engine and having a discharge port leading into the cylinder thereof; a fuel chamber communi'- Pump 4 engine, and a spring closed valve for controlling the flow of fuel through said port; a fuel chamber communicating with said pump cylinder through a suitable port; means operated in unison With said piston for supplying measured quantities of liquid fuelto said fuel chamber; an air supply passage leading from the cylinder of the engine into said fuel chamber; and means op-i erated in unison With said piston for controlling the flow of air through said passage.

4. Fuel supplying mechanism for internal combustion engines comprising a pump having a cylinder, a reciprocating piston operating therein, a discharge port leading from said cylinder into the cylinder of they engine, and a spring closed valve for controlling the flow of fuel through said port; a fuel chamber communicating with said pump cylinder through a suitable port; means for supplying liquid fuel to said fuel chamber; an air supply passage leading from the cylinder of the engine into said fuel cham-- ber; and means controlled by the piston of said-pump for controlling the flow of air through said passage.

5. Fuel supplying mechanism for internal combustion'engines comprising a fuel .supply pump operated vbyy the engine and havving -a discharge port leading into the cylinder thereof; a fuel chamber communicating withv said pump through a suitable port;

means for supplying liquid fuel to said fuel' chamber; an air supply passage leading' from the cylinder of the engine into said fuel chamber; .means for Vcontrolling the How of air through said passage; and a valve adapted to remain closed until the pressure produced by. saidv fuel vsupply pump exceeds the pressure within the cylinder of the engine at the end of the compression stroke for controlling the port aforesaid between said pump and the cylinder of the engine.

6. Fuel supply mechanism for internal combustion engines comprising a pump op` erated in unison with the engine and having a cylinder", a reciprocating piston operating therein, and a discharge port leading from said cylinder into the cylinder of the engine; a fuel chamber conununicating with said pump cylinder through a suitable port; means for supplying successive measured quantities of liquid fuel to said fuel cham ber; an air supply passage leading from the cylinder of the engine into said fuel chamber and through which air may flow during the compression stroke of the piston of the engine; means for closing said passage when the piston of the engine is adjacent the end of its compression stroke; and a spring closed valve for controlling the port afore- .said between said p'ump and engine cylinder. i

7. Fuel supplying mechanism for internal combustion engines comprising a pump operated in unison with the engine and having a cylinder, a reciprocating piston operating therein, and a discharge port leading from said cylinder into the cylinder of the engine; a fuel chamber communicating with said pump cylinder through a suitable port;

means for supplying successive measured quantities of liquid fuel to said fuel chamber; an airsupply passage leading from the cylinder of the engine into said fuel chamber and through which air may flow during the compression stroke of the piston of the engine; means for closing said passage when the piston of the engine is adj acent the end of its compression stroke; a valve for controlling the port aforesaid between said pump and engine cylinders; and

means whereby said valve/is permitted to open only when the pressure Within said pump cylinder exceeds the pressure produced in the engine cylinder atthe end of the compression stroke of the engine piston.

8. Fuel supplying mechanism for internal combustion engines comprising a pump operated in unison with the engine and having a cylinder, a reciprocating piston operating therein, and a discharge port leading from said cylinder into the cylinder of the engine; a fuel chamber communicating witn said pump cylinder through a port which is overrun by the pump piston during the fuel supplying stroke thereof; means foil supplying successive measured quantities of liquid'fuel to said fuel chamber; an air supply passage leading from the cylinder of the engine into said fuel chamber and through which air may flow during the compression stroke of the piston of the engine, and which air passage includes a recess 1n the pump piston adapted to register therewith during said compression stroke, and to be out of registry therewith at other times; and a `spring closed valve for controlling the port aforesaid between said pump and engine cylinders.

9. Fuel supplying mechanism for internal combustion engines comprising a pump operated in unison with the engine and having a cylinder, a reciprocating piston operating therein, and a discharge port leading from said cylinder into the cylinder of the engine; a fuel chamber communicating with said pump 4cylinder 'through a port which is overrun by the pump piston during the fuel ysupplying stroke thereof; means for 'supplying successive measured quantities of liquid fuel to said fuel chamber; an air supply passage leading from the cylinder of the engine into said fuel-chamber and through which air may flow during said between said pump and engine; and

means whereby said valve is permitted to open only when the pressure within said pump cylinder exceeds the pressure produced in the engine cylinder at the end of the compression stroke of the engine.

10. Fuel supplying mechanism for internal combustion engines comprising a fuel supply pump loperated by the engine and having a discharge port leading into the cylinder thereof; means for supplying liquid fuel to said pump; an air supply passage leadin from the cylinder of the engine and throug which air is supplied to said pump; means for closing said passage during the fuel supplying operation of sald fuel pump; and a valve so arranged as to open when the pressure produced by said pump exceeds the INM) pressure within the engine cylinder for controlling the discharge port aforesaid of said fuel supply pump.

11. lFuel supplying mechanism for internal combustion engines comprising a fuel supply pump operated by and in unison with the engine and having a discharge port leading into the cylinder thereof; means for supplying measured quantities of liquid fuel to said pump; an air. supply passage leading from the cylinder of-theengine and through which air is supplied to said pump; means for closing said passage during the fuel supplying operation of the said fuel pump: and a valve for controlling the discharge port aforesaid adapted to open only when the pressure produced by said fuel pump exceeds the pressure within theengine cylinder at the end of thecompression stroke.

12. Fuell supplying mechanism for internal combustion engines comprising a fuel supply pump operated by and in unison with the engine and having a discharge port leading into the cylinder thereof; means for supplying measured quantities of liquid fuel to said pump; an air supply passage leading from the cylinder of the engine' and through which air is suppliedto said pump; means for closing said passage during the fuel supplying operation of said fuel pump; and a spring pressed valve for controlling the port aforesaid between said fuel pump and engine cylinder and which valve is adapted to open only when the temperature of the air and fuel compressed by said fuel pump is suiicient to cause the burning of the vliquid fuel as it enters the engine cylinder.

13. Fuel supplying mechanism for nternal combustion engines comprising a fuel supply pump operated by and in unison with the engine and having a cylinder, a piston reciprocating therein, -and a discharge port' leading into the engine cylinder; means for supplying measured quantities of liquid fuel to said pump cylinder; an air supply passage leading from the cylinder of thel engine and through which air is'supplied to said pump cylinder, and which 'passage is controlled by a recess provided in said fuel pump piston adapted to register with and to be out of line with said air supply passage; and 'a spring closed valve for controlling the'port aforesaid between said fuel pump and engine cylinders and which valve is adapted to 'open only when the pressure within the fuel pump cylinder exceeds the pressure in the engine cylinder at the end of the compression stroke of the engine-piston.

14. Fuel supplying mechanism for internal combustion engines comprising a fuel supply pump operated by and in unison with the engine and having a cylinder, a pis- `ton reciprocating therein, a discharge port leading from the fuel pump cylinder into the engine cylinder, anda spring closed valve operable by pressure within the pump cylinder for controlling said port; a fuel chamber communicating with .said fuel pump cylinder through a suitable port; a

fuel measuring device operated by the op-v erating means for said fuel pump and adapted to supply xmeasured'quantities of liquid fuel to said fuel chamber; an air supply passage leading from the cylinder of the engine into said fuel chamber; and means for closing said air supply passage during the fuel supplying operation of said fuel pump.

`1-5. Fuel supplying mechanism for internal combustion engines comprising a fuel supply pump having a cylinder, a piston 'in the other direction b reciprocating therein, a discharge portl leading from the fuel pump cylinder into the engine cylinder, and a valve for controlling said port; a fuel chamber communicating with said fuel pump cylinderthrough a suitable port; an air supply passage leading from the cylinder of the engine into-said fuel chamber; means for closing said air supply passage during the. fuel supplying operation of the fuel pump; toggle mechanism whereby said fuel pump piston is operated; and a reciprocating fuel measuring 'device operated by said toggle mechanism and adapted to supply measured quantities of liquid fuel `to said fuel chamber.

16. Fuel supplying mechanism for internal combustion engines comprising a fue] supply pump having a cylinder, a piston reciprocating therein', a discharge port leading from the fuel pump cylinder into the engine cylinder, and a valve for controlling said port; a fuel chamber communicating with said fuel pump cylinder through a suitable port; an air supply passage leading from the cylinder of the engine into said fuel chamber; means for closing said air supply passage during the fuel supplying operation of the fuel pump; an adjustable sleeve having an internal measuring chamber to which liquid fuel is supplied, and an outlet `portv leading into said fuel chamber; a reciprocating plunger operating within said sleeve and the extremity of which enters said measuring chamber; and meansv for simultaneously operating said fuel pump piston and said plunger.

17. Fuel supplying mechanism for internal combustion engines comprising a lfuel supply pump having a cylinder, a piston reciprocating therein, a discharge port leading from the fuel pump cylinder into the engine cylinder, and a valve for controlling said port; a fuel chamber communicating with said fuel pump cylinder through a suitable port; an airsupply passage leadinv from the cylinder of the engine into saidfuel chamber; means for closing said air supply passage during the fuel supplying operation of the fuel pump; toggle mechanism whereby said fuel pump piston is op- 115 erated; a reciprocating plunger operated in one direction by said toggle mechanism-and a spring acting thereupon; a longitu inally adjustable sleeve within which said plunger operates, 120 and which sleeve-has an internal measurin chamber to which liquid fuel is supplie and into which the end of said plunger enters to force measured quantities of fuel therefrom and into said fuel chamber.

18. Fuel supplying mechanism for internal combustion engines comprising a fuel supply pump; a fuel chamber communicating with said pump through a suitable port; means for operating said fuel supply 53 ioreee pump; a reciprocating plunger operated by quantities of fue] therefrom and int-o said said pump operating means; eind ai longifuel chamber. tudinally ladjustable sleeve Wlthin which In testimony whereof we afix our signe- 10 said plunger operates, and which sleeve has tunes.

/ an internal measuring chamber to which liquid fuel is supplied, and into Which the CHARLES'R. SHORT. end of said plunger enters to force measured AMEX TAUB. 

